Rotary engine.



PATENTED 00T. 22. 1907.

R. MOND. ROTARY ENGINE.

APPLICATION FILED 15.11.22, 1907.

z SHEETS-SHEET 1.

No. 869,100. PATENTED 00T. 22. 1907. R. MO-ND. ROTARY ENGINE. APPLIOATXON FILED JAN. 22, 1907.

'2 SHEETS-SHEET 2.A

ROBERT MOND, OFLONDN, ENGLAND.

ROTARY ENGINE.

Specification of Letters Patent.

Patented Oct. 22, 1907.

Application filed January 22. 1907. Serial No. 353.506.

lo all u'hom it mndconcern:

Be it known that I, ROBERT MOND, :t silbject of the engineer, have invented certain new and useful Improvements in Rotary Engines, of which the following is a specification.

There is a well-known type of rotary fluid pressure engine whereih a revolvingr piston forms the middle member of a universal joint connecting two inclined shafts, By my invention an engine of' this type is operated as an internal combustion engine, instead of being worked as hitherto, by a fluid supplied under pressure. lFor this purpose it is essential to supply the engine with suitable valves, cams and cam shaft or their equivalent, and those may be such that the engine muy operate on thc 4-stroke or 2-strokc cycle.

ihus neem-ding to my invention the engine is pro` vided with a distribution block with ports for passage oi' the coulhus! ihle, the supporter of combustion and if necessary also for the exhaust. and with a valve block having corresponding ports. It is generally also necessary that there should he a set or' valves preferably of the mushroom type controlling the inlet and outlet of the respective chambers into which the working compartment or compartments of the engine is or are divided.

Asystem of cooling those parte of the engine which become heated by the products of combustion is essential and preferably consists of passages permitting circulation of a cooling fluid through the distribution block and valve block and around the heated parts.

Preferably thc-shaft which in the fluid pressure engines of this type is called the main shaft is hollow, to permit of the cam shaft extending through it into the valve block. For a 2stroke cycle the cam shaft may be held stationary but for a 4-stroke cycle it should be geared to rotate at lialfthe'speed of the main shaft..

This gearing may be through a lay shaft, which may also be the shaft for transmitting the power. Or "the shaft which is at an angle to the main shaft hereinafter called the second shaft, may extend through the casing and act ns'the power shaft, in which case a uniform transmission of power from the shaft may be secured by a fiexible coupling.

CertainV details of construction also form a part of my invention as will bc described with :reference to the accompanying drawings.

Figure is a longitudinal vertical section of one form of engine constructed according torni'y' invention. Eig. I2 is a part sectional view showing the rotating cylinder in transversesection. Fig. 3 is a cross section on line 3-3 of Fig. 1. Fig. 4 is a view showing theinlet and outlet ports. Fig. 5 is a longitudinal section of the rotating cylinder. l The engine is of the type describedfor actuation by Huid pressure inspeciication to British Patent No. 18402 of 1889.

The main shaft 1 is keyed to the Valve block 2 which is 'preferably integral with the cylinder 3 and in any case turns therewith. The bearing 1a for the shaft l and the bearings 6 and 7 for the second shaft 4, which rotates at an angle to the shaft l, are carried by the fixed casing 11. The piston 5 is pivoted to the shaft 4 so as to rotate therewith and carries trunnions which turn in bearings in the ends of the cylinder 3. A cylindrical surface on the piston bears against a central abutment 8 in the cylinder so that the latter is divided into two Working chambers 9 and 10 rendered gas tight by suitable packing on the abutment and on the sides of the piston, by the oscillation of which these chambers alternately increase and decrease in capacity. At the end 11n of the casing l1 through which the main shaft -passes is a fixed distribution block 12 containinga number of concentric annular passages 13, 14, 15, 16 communicating respectively with ports 17 and 17, 18 and 18, 19 and 19, and 20 and 20, (Fig. 4) in the valve block 2.

Within the valve block are four suitable valves opcrateri automatically or by any suitable mechanism.`

The valves here ,shown are of the mushroom type and are set in chambers'which communicate in pairs with the chambers 9 and'lO of the cylinder. For instance the chambers of valves 21 and 24 may communicate with chamber 9 and those of valves 22 and 23 with chamber 10. Ports 17 and 17* communicate with the spaces 36, 36 beneath valves 21 and 23 respectively,

the i where it carries cams 37, 38 which lift the valves against thev pressure of springs' 42 either directly or through the pivoted arms 39, 40 as the cam shaft is revolved from shaft 1 at halthe speed of ther latter through the gear wheels 26,27, 28, 29, of which 27 and `28 are keyed to a lay shaft 30.

Assuming that the engine is Working on the Otto cycle, when valve 22 begins to lift air passes from the'at' mosphere throughanltular passages 14 and port 18 to the space beneath the valveand past the latterjto chamber 10 the capacity of which is just beginning toincrease.

Whenv the valve khas performed a small portion of its s trokefit lifts a supplementary valve 34 which until then has closed the annular chamber 32, whereupon gas working stroke and just before it is ended the valve 2B is opened, and the products of \combustion .are expelled during the next half revolution through 'this valve,'space 36, port 17 and passage 13 into the atmosphere. It will be readily understood how a like cycle occurs in chamber 9 giving two Working strokes'for every two revolutions of the shaft l. l

For the purpose of cooling the valve block and cyl' inder, water enters through passage 16 and takes the following coursez-Entering the valve block through ports 20 and 20, (Figs. 1 and 4) it passes through passages 43 and 43, into passages 44 and 44u. From each of these passages the water fi'reiges, flowing through passages 45, 46, 47, 48, and 45", 4o, 47, 48a, respec- `tively (Fig-f3) over half the valve covers, and thence Vthrough passages 49, 49".

The latter communicate with passages 50 and 50u which extend round a large portionof the cylinder wall and m erge into passages 51,

' 51, extending over practically the Whole of the cylinder` covers. From the last named passages the water passes through the interior of the abutment 8 by pasv sage 52, and the tivo portions of cooling water now converge at`53 to pass through passage 54, cooling the rest ofthe cylinder Wall and the valve block. From 54 the course is through passages which lead respectively to 56, 57, 53, 59 and 56, 57, 58, 59". The water flowing through these Cools the rest ofthe valvc covers and finally escapes through passages 55 and 55 into the external casing 1l whence it is drained bypipe 60.

For the purpose of cooling the piston a tight joint is milde by fitting a plate 6] wit. a central opening to the shalt 4 to the cylinder so that it rubs lightly against the annular surface 63. Into the space between the cover 62 of the casing and piston 5 oil or an emulsion of oil and Water is passed through pipe (i4, leaving by pipe 66; th is liquid flows or is splashedA over the parts to be cooled and lubricated.

For lubricating the valve motion, oil under pressure enters through pipe 67 into a fixed gland 68 to flow through the com shaft into thecsrn cham er 69, the excess of oil draining through a small passage in the valve block into the casing 1l. It is preferable to lubricate thc surface of contact betweenth'e abutment 8 and the pistou by a separate oil supply whichflows through pipe 70 into a fixed gland 71 and passes through a hole 72 drilled in the shaft, and thence through 73 and 74 of which the latter crossing the water passages 54 and 52 by means of a tube delivers the oil to the raid surface.

Collars 75, 76, 77, 78, 79 and 80 are provided for adjusting the rotating parts relatively to the bearings which carry thorn and to the rubbing 'face of the distribution chamber.

1n Fig. l. the second'shait 4 is shown in a horizontal l sealoo .position vfor use 'as the driving shaft; a suitable flexible coupling 31 should transmit the motion of this shaft to any gear through which it may do work, in order` to avoid trouble .arising from the fact that shaft 4 does not rotate uniformly, whereas the shaft to which 'ip' is flexiblylcoupled must rotate uniformly if it is to do useful work. It is generally more convenient however' to arrange the engine so that the lay shaft. 3G 1s horizontal and the second shaft 4 inclined lhe lay shaft can then be used as the driving shat.

1f the engine s to be operated on a two-stroke cycle the cam shaft is fixed, and/thus operates the valves once in each revolution instead of once in every two revolutions.l The gas and air must be supplied under sufficient pressure to allow a scavengering charge of air to pass through the chamber 9 and 10 before the combustible mixture is admitted. The lay shaft being no longer requin-'ed shaft 1 may be the driving shaft, or shaft 4 as before explained. f

It is obvious that the engine may be operated as an oil engine, inwhich case only one set of inlet ports for the carbureted air is required, instead of separate ports for gas and air.

Having now particularly described the nature of my said invention and the best means I know of carrying the same info practical effect, I claimtl1. In u notary internal vcombustion engine a revolving cylinder, a' rwolving' piston oscillating inthe cylinder'. a

valve block revolving with the'cylinder, a distributing block in contact. with said valve block,.a.nd -ports in the valve block for the admission of air and gas and fpr the expulsion or; products of combustion, said ports being in commuhicution with passages in the distributing block, substantially as described.

2. In a rotary internal combustion engine, a revolving cylinder, a revolving piston oscillating within the cylinder, a valve bloclk revolving with the cylinder, valves ln said valve block, a cam shaft coaxial with one of the two shafts of the engine operating said valves, a distributing block in contact with said valve block, and ports in the valve Iblock for the admission of air and gas and for the expulsh'f/ l` of products of combustion. said ports being in communication with passages in the distributing block; substantially as described.

3. In a rotary internal combustion engine, a revolving cylinder, a revolving piston adaptcdto oscillare in the revolving cylinder', a valve block revolving with the cylinder, valves in said valve block operated by a cam shaft coaxial wlth one of the two shafts of the engine. a 1:15 shaft geared with said engine and same shaft, a distributing block in contact with said valve block, ports in the valve block for the admission of air and gas and for the eipulsion of products of combustion, said ports being in com- .munlcution with passages in the distributing block, substantially as described.

4. ln a. rota'ry internal combustion engine. a revolving cylinder, a rgolving piston oscillating in the revolving cylinder, a varv'e block revolving with the cylinder, a distrlbutlng block ln contact with said valve block, ports ln the vulve block for the admission of nir and gos and for the expulsion of productsof combustion, such portsbelng in communication with passages ln the cylinder, thivalve block and distributing block roi-the clrculanoaor'a coollng huid, substantially as described.

5. In a rotary internal combustion engine, a revolving cylinder, a revolving piston oscillating in the revolving cylinder, s valve block revolving with the cylinder, distributing block ln cuntactwith said valve block, ports lu the valve block for the admission of air and gas and for the expulsion of products of combustlon,sald ports being in eommuuidltion with passages in the distributing block, 

